Cable-reeling mechanism for electric locomotives.



F. L. SESSIONS. CABLE RBELING MECHANISM FOR ELECTRIC LOCOMOTIVES;

APPLIOATION FILED IEB.16, 1909.

Patented Apr. 8, 1 913.

2 SHEETS-SHEET 1.

ZMuenfoa M MM FIIIIIP Wit" moo F. L. SESSIONS. CABLE REELING MECHANISM FOR ELECTRIC LOCOMOTIVES. AEPLIOATION FILED IEB.1'6, 1909.

E 1,058,635. v Pa ented Apr.8, 1913.

2 SHEETS-SHEET Z.

@- L?! i Z 7% Snow-1T0:

attorney tracks in installation.

UNITED STATES PATENT OFFICE.

FRANK L. SESSIONS, OF COLUMBUS, OHIO, ASSIGNOB TO THE JEFFREY TURIN G COMPANY, A CORPORATION OF OHIO.

manome- CAIBLE-REELING MECHANISM FOR ELECTRIC LOCOMOTIVES.

eas es.

Specification of letters Patent.

Patented Apr. 8, 1913.

Application filed February 18, 1909. Serial No. 478,202. v

To all whom it may concern:

Be it known that I, FRANK L. SEssIoNs, a citizen of the-United States,.residing at Golumbus, in the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Cable-Reeling Mechanism for Electric Locomotives, of which the following is a specification, reference being had therein to the accompanying drawlng.

This invention has as itsobject toprovide an improved cable reeling mechanism for the gathering collect into trains the loaded mine cars from the various rooms in which thecutting operations are being carried on. The cable reeling mechanism is used to carry and to wind and unwind a conductor .cable, the free end of which is secured to a stationary electrical conductor. In this way current is carried from the vfixed conductor, such as, a

trolley wire in a principalentry to 'the 10- comotive,

the branch entries and rooms which are not equipped with trolley wire The improvements mechanism comprise a novel arrangementof the motor parts for drivingthe reel. i

In the drawingsFigure 1 is aplan view of the locomotive embodying my invention. Fig. 2 is a side elevation of the same. Fig. 3 is a vertical longitudinal section of the cable reeling mechanism. Fig. 4 is an end view of the cable reeling mechanism. Fig. 5 is a diagram of the electrical connection of the locomotive and supply conductors.

The locomotive 4 is equipped with the mo tors 42, 42 whichv are geared to the axles 43, 43, respectively. Current is ordinarily conducted to the motors by means ofthe trolley mechanism 44 and I to the generator, t e current being regulated by means of the controller 45. At the 46, the motormans seat 47 and other suitable apparatus. In

addition to the trolley mechanism, the current may also be conducted to the motors by means of the conductor 48 which receives current from the conductor cable A in a manner which will be described. g

Preferably. I provide means for automatically disconnecting the trolley mechanism locomotives which are used to connected with-a source of contacts 48 and 45,

while it is operating over the in the cable reeling asses by ground return 44 and automatically 45 whenever the cable is electrically energized. This means comprises a contact bar a which is movable to make connection between the contact 45 connected with the controller and the. contact 44-connected with the trolley mechanism, or between the contact 45 and the contact 48 connected with the cable.

b is a solenoid for ments of the contactbar a. By means ofa conductor 0 the solenoid bis connected with the ground in such a way that the solenoid is energized whenever the conductor 48' is electrical energy. Whenever the solenoid is energized it draws the contact bar a into position to connect the.

thus permitting current to How to the controller 45 from the cable A; vWhen the solenoid b is not-energized, the contact bar a is moved by the spring d to connect the contacts 44 and 45',

thus permitting current to flow to the controller 45 from the trolley mechanism 44.

The cable A is wound upon the drum 1, which has the lateral retainin flanges 2, 3. This drum is secured to the anges 4, 5 of the sleeves 6, 7 which are mounted to revolve 1n which is bolted to the front end of the locomotive Integral with the druml are pole pieces '11, 11 provided with-field coils 12,12, the

pole pieces and field coils constituting a motor field in which is mounted the armature 13 upon the shaft 15. This shaft is supported in the bearing bushings 17 18 in the sleeves 6, 7" and is thus. supported by the frame 10. The current is' conducted to and from the. armature-coil by means of the commutator 14 and the brushes-.and brush holders" 19, 20, which l'atterare sugported in insulating bushings 21, 22 in the mountedon hub 6'.

23 and 24 are connectors secured to the brush holders. Mounted on the. hub 6 is an insulating ring 25 which carries a collector ring 26, from which current is lgathered by a brush and brush holder-29,-t e latter bein su ange 4 controlling the move-v bearing bushings 8, 9, in the frame 101 'plorted by an insulating bushing 30 in t e ame10 and having a connector, 31 to receive the wire 48 from the locomotive circuit. The inner end of cable A passes through a suitable hole in the drum 1 and flange 4 and connects with the collector ring 26 in any suitable manner (connections indicated diagrammatically by dotted lines.)

A branch wire connects the collector ring 26 with the connector 23 of the brush holder 19.

Electrical connection is also made between the brush holder 20 and its connector 24 and field coils 12 by the wire 16. The field I coils are connected directly tothe metal of the drum 1 and through the'metal frame 10 to ground, thus completing a circuit by which current flows through the motor causing the armature 13 to revolve whenever the 4 cable A is in connection with a source of current.

Upon the armature shaft 15 iskeyed a spur pinion 32 engaging a spur gear 33 whichtogether with an attached pinion 34 is mounted on a stud 35 fixed to the disk of a serves as. an an v The pinion brake wheel 36. This brake wheel'is ena room or side entry, the .motorman attaches the free end of the cable A tothe trolley pinion 32, the gear 33 and the pinion 34. Assuming the locomotive to be stationary, the drum 1 is held by the' cable against rotation. and the gear wheel 38 therefore u arabutment upon which the rotating pinion 34 rolls in the direction opposite to e directioii'of rotation of the armature." Thepinion34 carries with it the brake wheel 36, the movement of the brake .wheel being resistedby the brake band 37.

It will be'seen that I have provided what can be considered as a difierential'gearing connecting the motor'armature 13' on the one hand with the drum 1 and the brake wheel 36 onthe other. It is obvious that an l force applied to rotate the pinion 34 is di ferentiallytransmitted to push the brake wheel 36 In one direction and the gear wheel- 33 in the other direction; As the gear wheel 38 is directly connected with-the drum 1, it'will be seen that a' winding torque is always-transmittedto the drum whenever the armature 13 is rotated and that this winding torque has a directly proportional relationship to the frictional resistance offered by the band 37. And it will further be seen that the torque is not dependent upon the rate or direction of rotation of the drum. Because of the difierential gearing the torque "on the drum must always-have a certain value dependent upon the action of thelbrake band 37 and can never be greater or ess.

wire in the main entry and the armature 13 immediately begins to revolve, turning the the reel 'will act I As stated, when the drum is held by the cable against rotation in the winding direction the brake wheel is forced to rotate in direction, this is compensated for by an increased speed -of rotation of the brake wheel. And when the drum is permitted by the cable to rotate-in the winding-direction, this is compensated for by a decreased speed of rotation of the wheel.

It will be understood that by making the brake band .37 sutficiently tight, the brake wheel 36' may be completely locked against rotation. When the brake wheel is thus held, the drum 1- is directly connected with the armature andthe speed of rotation armature. But I prefer under ordinary circumstances to permit the brake wheel 36 to rotate at all times.

It will be observed that the armature is rotating at all times while the conductor is in the electrical circuit. If the wheel 36 is not braked too heavily, the rotation of the armature is always in the same direction, i. e. the direction 111 which the drum rotates when itvis winding cable, and this rotation of the jar-mature acts by mechanical gearing to exert a torque upon-the drum in a winding up direction under all conditions provided the brake wheel is not held stationary. This torque takes efiect as motion of the drum only as movement of the locomotive allows the cable to be wound up. When the locomotive is stationary or is moving in a direction to unwind the cable this torque acts to cause tension in the cable. If, under any conditions of winding or unwinding the tension becomes excessive, the brake wheel 36 will sli sufiiciently to relieve the tension, if they bra e band be properly set. It will thus be observed that tension in the cable by the armature, whic torque is controlled and regulated by means of the friction band.

While the action of the armature is to rotate itsownfield in the same direction as that in which it rotates, the relative speed of the armature with respect to the drum, even when the locomotive is moving at a maximum velocity, is so great that the electro-magnetic and mechamcal results are very much the same as though the field was stationary. Of course, proper commutation is secured by mounting the brushes upon the parts whlch rotate rigidly with the field. Since the sparking is in an inclosed chamber, the explosion of the minegases by such electric arcing is rendered impossible.

It is to be noticed that if the brake band he set so tightly that the brake wheel 36 is prevented rom rotating, the power transmitting gearing between the armature and to transmit the motions! will be maintained b the torque exerted the opposite direction. When the drum is forced by the cable to turn in the unwinding.

will be directly proportionate to that-of the the have shown between the armature and the the armature to the reel when the locomotive is moving toward the fixed conductor to which the cable is secured, and will act to transmit themotlon of the reel in the other direction of rotation to the armature when the locomotive is moving away from the fixed conductor, rotating the armature against the electro-magnetic torque which Y 1s acting upon it.

I do not claim as a part of my invention particular power connection which I reel drum as this mechanism is the invention of another.

What I claim is-:

In a-cable reeling mechanism, for an elec- 'tric locomotive, the combintion of a rotata- 'ble hollow drum, a conductor cable wound upon the drum and adapted to be connected at its other end to a source of electricity, a motor for the drum having its armature element mounted concentrically within the drum and having its field element surrounding the armature element and rigidly secured to the drum for rotation with respect to the armature element, means for resisting free rotation of the armature element with respect to the field element and the drum, a commutator secured to the armature element, twobrushes mounted rigidly on the drum and engaging an electric of the winding of the coils of the field ele- .ment, theother end of the said winding being grounded. I

In testimony whereof I aflixqmy signature, in presence of two witnesses,

FRANK L. sEs'st iIs." Witnesses: 1

H. B. ALEXANDER, E. P. SNIVELY.

the commutator, connection between the conduc tor cable and one brush, and an electric conZ-jnection between the other brush and one end" 

